Family

One day before my birthday, Aug 30 of this year, I had the opportunity to take my parents flying for the first time since obtaining my Private Pilot Certificate. While the two of them have flown in planes before, neither had flown in a tailwheel. Upon arrival at the airport, my excitement level was no different than any other flight I had made before. My parents were excited, but no more than the parental-pedestrian excitement expressed for their children after a significant accomplishment.

As we waited for the lineman to fuel up the plane, I could see that my mother, who hates flying and heights, was becoming more and more apprehensive. Unfortunately, her butterflies managed to migrate and stir in my stomach as well. Prior to boarding the plane I made sure her headset fit comfortably, and that she had an opportunity to pose wearing her newest accessory.

After getting into the plane, which was a feat, I explained some basic safety considerations and made sure she was buckled in appropriately. To make her more comfortable, I made sure she was aware of all of the forces she would experience on take-off so that nothing would surprise her. After the run-up I received my clearance from both the tower and my mother. Having obtained both, we taxied out and began rolling down the runway. Shortly after the tail raised off of the ground, we effortlessly flew off of the runway. Amazed at how smooth everything was going, she sincerely asked if we were airborne. I jokingly responded that she needed to open her eyes and to see for herself. For anyone who has experienced a seamless transition from earth-to-air, they can appreciate my mother's reaction.

During our climb to 2000' AGL my mother inquired as to why we were going, 'so high'. I explained that it would be a little smoother and decrease our chance of CFIT. At cruising altitude, we hit a rough patch of air which made her uncomfortable, and me even more nervous. I could tell it was time to get her back on the ground before she made use of the sick sack.

After landing, with a forward-slip, which she did not seem to mind/notice, she hopped out of the plane with the biggest smile and most excitement in her voice that I had experienced in a long time. I don't know if she was more excited for being on the ground or for having flown with her son, 'the pilot'. I would like to believe it was the latter.

Now, it was my dad's turn. I provided the same safety briefing and explanation of the forces to be experienced, that I gave my mother. We taxied to the runway and passed from earth-to-air with another peaceful take-off. The morning was warm enough that we could leave the door and window of the cub open for our 20 minute flight around our town. We flew south and he photographed my house from the air and captured many other images during our flight.

Throughout both flights, the atmosphere is the airplane was quiet. For my mother's flight I attributed this to nerves. However, the quiescent mood during my father's flight relinquished within me, a genuine sense of accomplishment and pride that made his previous feelings for other achievements seem hokey and unnatural. This was a true father-son moment that could not be trespassed by the usual incredulity evoked by other pursuits. My ability to fly had become the one unequivocal accomplishment for which my father could not develop any doubt.

As we left the airport for early morning mass, I felt the relationship between myself and my parents had matured and been revived. For sometime, our familial bond seemed apathetic paralyzed. We had been going through the motions of being a family, without experiencing the emotions of a family. On this day, I witnessed aviation transcend flight and rekindle the bond of a family trying to understand one another.

Images to follow...

Morning Flight

I could not have picked a better time to fly than Monday morning of this week. Although a fine haze limited visibility to about 6 miles, the air gratefully greeted me free of any agitation. This flight was made that much more satisfying after a ground conversation with two Challenger pilots.

After the preflight, the aforementioned Challenger pilots, acting like children at this point, gathered, in admiration, around the Sport Cub. They both loved the cockpit and were astonished that a later re-model could resemble the cherished, time tested, Piper version. Their excitement bewildered me and provoked the question, 'Which would you rather be flying, the Challenger or the Cub?'. Both agreed that they would rather be logging time in the Cub. However, I suppose the monetary needs are not quite satisfied if all of your time is spent in a Cub playing, and not working. I informed them that my PPL training, including cross country trips, were completed in the Cub. I think they were a little impressed.

After prostrating themselves before the Cub, I told them I would take them up if I ever saw them in town again. Maybe we can swap rides :)

Images to follow!

No flying today

I decided not to go flying today in an effort to save money. I was able to receive the wife's blessing to take her sister inlaw's mother flying some evening in the upcoming week.

The lack of funding has led to, not only a lack of flying, but also a diminished level of confidence when I do fly. I should be more specific, my confidence isn't in constant jeopardy, it becomes most susceptible during the landing phase of flight. All other phases, though just as important, remain relatively docile and less threatening. While I am able to make nice approaches, both crabbing and slipping, I find it difficult to keep the appropriate aileron correction applied throughout the entire landing. Consequently I develop significant apprehension about flying when prevailing winds greater than 5 knots. I am as picky with winds as some children are with trying new foods. I really hope to get over this soon because I don't want it to ruin my love for flying. I know that the only way to cure what as me is more practice. Unfortunately, my practice is compromised by low funds.

I'll get there. I feel slightly embarassed admitting this after obtaining my license. Maybe I should keep this achievement in mind and use it to build my confidence by knowing that I possess the required skill sets to manage situations. At the same time, if conditions aren't within my confidence range I know not to fly. There has to be a happy medium, right?




-- Post From My iPhone

First Passenger and "The windsock never lies"

Until yesterday, I have not had time to get back into the air. I had the itch and needed the appropriate fix. I had been looking at the weather all morning and decided, at lunch, that the conditions would fall within my comfort zone. I grabbed a neighboring co-worker (who is going for his private pilot's license) and we headed over to HKY for a quick flight around the area.

We departed rwy 19 with one of the smoothest take-offs I have ever made headed west to the surrounding foothills. The humidity was very low so the usual summer haze was non-existent; giving way to a very crisp view of the mountains. Being summer however, there were some bumps which to my surprise the passenger enjoyed. As we made out way closer to MRN I decided that we should get back to avoid missing too much work and spending more money than I should.

As I entered the downwind and advised the tower I was doing so, another pilot was landing on rwy 24. When there were safely off of the taxiway, the pilot (my instructor) told tower to let me know that the winds were actually favoring 06. After waiting for a few seconds for tower to relay the message, I announced that the windsock, although flaccid, was favoring 06. As a result, I asked if it was possible for me to use this runway instead. Tower replied that they were observing variable winds and I could take 06 if I wanted. I should have gone with my gut and taken 06. After turning final the plane was subject to a tail wind. With two notches of flaps and the throttle pulled back, the plane refuse to descend. I threw in a forward slip to help it out a little, but we ended up landing long.

After the wheels touched, the plane weather-vaned to the right. I corrected with some right rudder, and observed no drift. A few seconds later I found myself left of center. Although it wasn't significant, I was still disappointed that it wasn't down the centerline. For some reason I find it difficult to keep the upwind wing down when faced with the crosswind. I tend to relax and focus on the rudder. I am thinking that the next time I fly with a significant crosswind I will have my instructor there to help a little and give me some advice. I am also curious to see if I would benefit from flying the length of the runway, at about 25' from the surface, in a side slip, to help build muscle memory.

When we got out of the plane my instructor called and said, "the windsock never lies" and went on to remind me the importance of not landing a tailwheel airplane in a tailwind. I should have heeded his advice, and will gone with my gut.

I would not have passed myself

Well, it is with excitement and disbelief that I announce the achievement of passing my private pilot checkride and oral exam. This announcement is two weeks delayed for a few reasons. One, I wanted to make sure that my dream was no longer a dream, and I wanted to have more than the temporary paper license issued as proof that I am in fact a pilot. On friday the proof arrived. I think I might need to find a safe place for this...

Although I am now considered a fully capable pilot, I am still in shock that I passed. Although nothing horrible happened on the checkride, there were a few minor errors that worried me along the way. Before the DPE arrived I was sitting at the FBOs computer preparing to discuss the weather when she arrived. However, she had different ideas and asked what I thought about the visibility. I mentioned that everything looked good for our planned route and she accepted my answer and we proceeded to preflight the airplane.

The preflight was uneventful until she asked why I hadn't lowered the flaps to examine their integrity before departure. I proceeded to explain that the sport cub's checklist did not outline this as a necessary check while my previous trainer, the 172, did in fact require full flap extension during the preflight. She accepted my answer and went on to explain that I might not have all of the information to make confident a go/no-go decision. Although the checklist for the cub does not require this, I will continue to use this step to gain that much more information concerning the plane's airworthiness before departure.

Upon completion of the preflight, we contacted tower with our intentions and followed accordingly to make a departure form KHKY to the east towards KFAY. We departed using the shortfield departure technique and climbed to 3500'. We reached TOC at the exact calculated time and position. This trend continued for the subsequent two checkpoints until the DPE had me divert to KSVH. Heading towards SVH she gave a choice between shortfield or a forward slip to landing. I chose shortfield and set up for a left downwind. I applied carb heat abeam the numbers and throttled back to 1500 rpm. We turned base and I realized then that we were significantly lower than my previous approaches. I should have gone around here. However, I was confident I would be able to hold it off and make thousand foot markers. I used power to drag us in, something my instructor was not fond of, and touched one wheel before making the decision to go around. She said I should have gone around sooner, I agreed, and she asked if the displaced threshold threw me for a loop. Indeed it had, but it is no excuse; which is why I would have failed myself here. For whatever reason I neglected to consider the added distance before I made my base turn. We went up for round two and I greased it on the captains bars. The third landing was a forward slip that went off without a hitch.

After a few landings at Statesville, she had me don the foggles and navigate to the BZM VOR. This was quite boring and drawn out due to a nice headwind. Once past the VOR we made some constant rate turns to various headings. I took the foggles off and performed some steep turns, which she said felt shallower than the required 45 degree bank. She subsequently admitted that she could not confirm this since the the cub does not have an attitude indicator. Following this I performed a power on and off stall. I strayed a little on the heading for the power on stall, but was able to maintain enough of a heading not to fail.

Before heading back to KHKY she pulled the power on me and I had to run through the ABCs and checklists for an emergency landing. When she determined we would make the field we throttled up and headed back to KHKY for a soft-field landing that turned out to be less than a soft-field landing. I was sure this had been the final straw, but after taxiing to the FBO she let me know I had passed!

Since passing the checkride, I have not flown. In fact I am in considerable withdrawal. The next few years are going to be very difficult financially as my wife is going to grad school and we will be footing the bill without loans. We figured that I could have a $60 monthly allowance to fly. If I can split the cost with someone, this would allow for two bi-weekly, half-hour flights, or one monthly one hour flight. I can live with this as long as I am able to maintain my currecncy until she is finished with school. I am also to feed my addication by acting as a safety pilot for another pilot I work with who is going for his instrument rating.

More importantly, I have been trying to figure out how I might be able to use my license to help others by establishing a non-profit organization that might provide foster children with an opportunity to take free rides and expose them to something they may never have the opportunity to experience. So, if you have any ideas as to how I can use my newly learned skills to help others, please let me know.

The Checkride

Yesterday afternoon I met with my DPE and finished the oral exam section of the two part private pilot checkride. Being the over achieving worrywart that I am, I went to the airport 2 hours early to ensure everything was prepared and readily accessible for the DPE. On my way in the DPE was leaving to grab some lunch. She asked why I was so early and if I would want to bump it up an hour; for whatever reason I agreed. It took a couple of seconds for me to realize that my preparation time had just been cut in half. This turned out to be a fantastic decision even though my apprehension level doubled because I lost an hour of preparation.

Hastily, I laid out all of the maintenance log books, my flight logbook, sectional chart and flight plan so that I might estalish a decent first impression. When the DPE arrived, we immediately finished the IACRA application and began examining the log books. Everything went smooth barring a little disappointment with some sloppy entries into my log book. She then asked if I was seeking aviation as a profession, and suggested cleaning up the logs if I were. That said we moved on to the flight plan and began discussing my planned route from HKY to FAY. After a few questions her phone rang and she proceeded to talk for a good 5-10 minutes. This was no skin off my back; in fact it was a welcomed break for me to collect my thoughts. After her conversation was through she proceeded to ask me a few questions about airspace and my privileges and responsibilities as a VFR pilot.

During all of the questioning the DPE did a fantastic job of carrying on a conversation (with me) while making sure I had some knowledge about aviation. We talked a lot about some of the trips she made and was able to somehow incorporate aviation into all of the stories she told. One such story involved a trip to Alaska where she had the opportunity to fly around Mt. Denali in a Piper Seneca. During their climb out she watched the altimeter and the pilot to see when he would offer everyone oxygen. She stopped the story there and asked what aeromedical factor might be experienced at these altitudes. It was simple stories like these that made the exam comfortable and fun. Unfortunately, I worried way too much and could have gotten away with a lot less studying. Better safe than sorry, though.

I guess everything went well, because she didn't tell me I failed. I was supposed to take the practical today at 12pm, but it was slightly windy and very hot. When I got to the airport I asked myself, 'if it were any other day, would I fly by myself?' I answered no and decided to postpone the flight until tomorrow morning at 7:30. Hopefully by noon tomorrow I will be a private pilot!

Indefinate Checkride Date

Since my previous post, little development has occurred and I disappointedly remain a student pilot. My disappointment doesn't come from being a student; rather, it is an artifact of not completing the requirements necessary to obtain my private pilot's certificate in time for an upcoming family visit. Normally my disappointment and anxiety would be less evident, but since my family rarely visits western NC, this weekend would be one of the few chances I could have taken my father flying. Not to mention, this is Father's day weekend.

At this time I do not have a firm date to anticipate, but I continue to study and mentally prepare for the oral and practical exams. I am hoping to take the checkride within the next week if the weather holds. The more it draws out the less confident and more nervous I get. I trust that these delays are happening for a reason. Who knows, maybe a gust of wind would have resulted in a failure on a day the checkride had been scheduled to occur.

During this delay, I developed a nifty weight and balance spread sheet that calculates the weight and C.G. information, and confirms safe flight using conditional formatting and graphics. The image below compares two situations differing only in the amount of fuel on board. As you can see, when too much fuel is added a red warning message appears in conjunction with the graphic showing a plotted point outside the W&B limitations. I hope to soon develop another calculator that will use the landing and take-off charts to determine the respective distances needed for each to occur safely. This will be a little more difficult and less accurate due to the interpolations that will have to be made using proprietary equations established by Cubcrafters.

More to come...stay tuned

Saturday June 13, 2009- Checkride

As of today, the current forecast for Saturday is 85 F and partly cloudy. There has been a high pressure system in the Gulf of Mexico for the past several days which looks to be keeping much of the adverse "spring-time" weather to the north of western NC. My checkride is scheduled for Saturday morning hours in hopes that the turbulence will be less, and I can better focus on the practical test standards. As for the oral exam, this will be conducted the preceding afternoon. Apparently my instructor has another student who is receiving sea-plane training and needs a check-ride as well. Killing two birds with one stone, I suppose. With the testing broken up like this my nerves will be a little less for each examination. However, my instructor informed me that the FAA will be present during the oral part of the exam to conduct their own review of the examiner who has not examined in quite some time. Not again... The same thing happened to me as I was solo'ing for the first time at KMRN. While I was there, another gentleman was being reviewed after an incident involving a cub whose throttle was fire-walled while being hand-propped. Hopefully, like last time everything will go smoothly and the FAA nor my examiner will have much to say.

The studying has reached point of monotony and my flight plan is ready to be made. My nerves are gathering and my brain is overflowing. I can't wait to get this over with so I can share my passion with friends and family!

Check out this intersting video:
http://www.youtube.com/watch?v=9ZBcapxGHjE&feature=rec-HM-fresh+div

An Eventful Checkride Practice

As the time for my checkride draws nearer, my anxiety level continues to increase. Prior to this Saturday morning my confidence level was close to five on a scale of one-to-ten. Although the practice revealed areas I needed to improve, my confidence level increased enough to counteract my fear of failure and compose my state of mind. The flight began with a smooth take-off and continued as such until my instructor asked me to report my first checkpoint on our way to Shelby County Airport. All of my previous cross country trips were very organized and uneventful. However, on this practice run, I found myself scrambling to determine where we were. This came as a result of not having fully been able to prepare my flight plan before departure. Luckily this was practice (which I am told makes perfect). After determining our location I practiced some steep turns, slow flight and stalls. The power off stall were uneventful, but power on stalls were a little more exciting. After slowing the plane to 50mph and dropping the RPM to 1500, I applied full throttle and entered a climbing right turn. During the middle of the turn I became too focused outside and neglected the turn coordinator. Once the airplane was stalled the left wing dropped and we entered the incipient phase of a spin. In my minds eye I saw the acronym P.A.R.E.. As I attempted to bank right to get us out of the spin I realized the ailerons were not responding. At this point I remembered "opposite rudder" (the "R" in P.A.R.E.) and heard my instructor saw opposite rudder. Wow! I nearly soiled myself. As we left the incipient phase, I inched the nose up, released opposite rudder and applied throttle to regain straight and level flight. What a great relief and learning experience this was. I am grateful to have had been instructed well enough to realize what I was supposed to do. I strongly recommend training for spins so that you may realize what it feels like to enter one.

After all of the aerial maneuvers, it was time to hone my landing skills. We practice short and soft-field landings. My first shortfield landing was a little rough and would not have passed, but the second one was considered passing. After a few more touch-and-go's I was introduced to wheel landings for the first time. For this type of landing the approach is made at 70 mph compared to the normal approach speed of 55 mph. The plane it held above the runway significantly longer as you gingerly move the controls to slowly fly the plane to the runway. Once the wheels have kissed the runway, power is fully reduced and brakes are slowly applied. Once slowed down the stick is brought back to lower the tail and gain better steering. After a few tries I began to get a hold of the technique and was able to execute an acceptable wheel landing. After this, my instructor demonstrated a poor wheeling landing wherein he threw the stick forward to imitate a pilot who might be impatient and wants to get on the ground sooner than he should. I will be uploading a nice video of this demo sometime tonight.

With this 1.5hrs of practice I was able to see what needs to be improved. Although my confidence level did not increase too much, I was able to realize what needs to be improved so that I am not surprised when it comes time to take the checkride. Look for videos of practiced landings within the next two weeks!

Landing at Clyde Valley Airport

Sorry for the vibration and low quality. Most of the work was performed by my instructor as it was a very tight squeeze into the field.

Feeling discouraged

Having finished the requirements necessary for the FAA to administer a check ride for my private pilot certification, my feelings are ambivalent. In one respect, I am thankful to have successfully reached 40 hours. Yet when I stop to think about how much I have learned, and the remaining check ride, I begin to feel discouraged.

There are two parts to the check ride. The first part consists of an oral exam wherein the examiner will test my general aviation knowledge. These are the types of tests I am accustomed to after spending 3 trying years in graduate school. On the other hand, I am not so confident with the practical part of the test, especially after today's flight.

Although my performance under the hood went well, even in rather turbulent flight over some hilly terrain, I thought I would be able to land on my own at Clyde Valley. Not being able to do so made me question my own abilities as a pilot. Granted the airstrip is tiny and holds some interesting terrain to negotiate, I felt I should have been able to get us on the ground without any assistance from my instructor.

I believe the major impetus for my discouragement arises from a discomfort with forwards slips to landing. With many accidents resulting from an overshoot of the base turn to final, I find myself concentrating on maintaining shallow COORDINATED turns as I come in to land; not deliberately uncoordinating my turns as is performed in a slip.

As we returned from Clyde Valley Airport to Hickory I called tower 9 miles out and gave the typical position report and requested a full-stop landing. Tower came back and told me to report mid-field, right downwind for 19. I responded with a request for 24 in order to obtain some crosswind landing experience. Tower accepted my request and I removed the foggles 1.5 miles from the airport and called my mid-field downwind for 24. Abeam the numbers, my instructor asked what flap setting I would use for this landing. Due to the slight breeze I said that one notch would be fine. After saying so he pulled the throttle and said, "engine failure". I ran though my ABCs. (A) Airspeed for best glide, (B) best place to land, hickory airport and (C) checklist. Keeping an eye on the runway I made my base turn such that I would be a little high on final.

I had already mentally prepared myself for a forward slip to landing while day dreaming at work. In this dream we were on final to land; not on base-to-final as we were yesterday. As I turned from a right-base to final my instructor told me to slip. Two things immediately came to my mind. One, we have never performed a slip from base to final while trying to turn, and two an uncoordinated turn from base to final is rather dangerous if airspeed is not maintained above the stalling speed of the aircraft. At this point, I was fighting to keep my left foot on the left rudder pedal, and not on the right pedal. We were now trying to maintain a turn mid-slip. My mind was working and telling my what to do, but muscle memory governed my intellect.

After working the controls with my instructor through the slip, I landed the plane using an uneventful side-slip to counter the southerly crosswind. After exiting the plane, many what-ifs began to arise in my mind. What if the examiner asks me to do this of that, will I be prepared enough to successfully accommodate their request? I hope so, but until then I will continue to practice and study the oral exam guide.

Now, my mental preparation will be focused on a new aspect of forwards slips, and will consider the other aspects of flight where I can utilize the forward slip. With the majority of slip training encompassing slips using left aileron and right rudder, (due to the ease of pushing the stick left, if you are right handed) I had limited my scope to straight flight. I will now be more open to using this slip and its counter part to lose altitude in turns before turning final.

As I have learned, the skills that we acquire may not be limited to one responsibility. I encourage anyone learning to fly to think about all of their skill sets and how they maybe used outside of the box. However, I do not encourage anyone to try anything without first talking to their flight instructor.

The last 0.8hr of training

Sometime this week I hope to finish the remaining 0.8 hours of my private pilot training. During this time, I will be working under the hood and hopefully flying over to 3NC0 http://www.airnav.com/airport/3NC0. This is a tiny field located about 1 mile from my in-laws house in Morganton, NC. Flying into 3NC0 will provide another opportunity to practice short field landings and take-offs; with the added challenge of negotiating substantial terrain. At the end of runway 34 are powerlines while the opposite end is fenced in by a small hill topped with 50' trees. It seems that the only way around the trees is through a small pass to the right of the end of the runway. Stay tuned for updates about this flight...I have yet to receive full approval from my instructor. I have attached an image highlighting what I believe to be the departure route from runway 16.

Videos from my second cross country trip to 35A

Crappy Landing...literally

http://www.foxnews.com/story/0,2933,518707,00.html

Airworthiness Directives

In an effort to ensure the aircraft you operate is current with respect to airworthiness directives, I have added a link to the FAA's AD site. Here, you can search the make of aircraft you fly, the appliance in question, and even the AD number if you know it.

Cross Country (return to HKY)

...During the preflight before returning to HKY I noticed the oil was running slightly low. After adding some more oil (cold) I started the engine with a little throttle added. Immediately the plane began shaking unlike any shake I had previously experienced while idling the engine. After pulling the mixture and turning off the magnetos, I started engine a second time with the same result. Rather than cycling again, I decided to throttle up to 1700 rpm and let it run for a while. After about a 30 seconds I pulled the throttle and let it idle. For whatever reason this ameliorated the rough idle. I am currently researching reasons for observing such violent tremors. My current hypothesis considers the colder oil shocking the warm engine.

With confidence that I had cured the previous sutuation, I taxiied to the active runway and departed 35A for the 50 minute trip back to HKY. I reached an average speed of 85kts with the assistance of a quartering tailwind. Atlanta Center provided the intial flight following before transferring me to CLT approach who eventually transferred me to HKY tower for a smooth landing. An angled view of the landing can be found in the video links to the left. The pitching you observe is my teasing the plane in an attempt to grease the landing. I recommend turning down the volume to prevent the stall warning horn from blowing your ear drums. Other videos from this flight, including one on the ground at 35A can also be found with the landing video. A .kml file can also be downloaded to view my route in Google Earth. Way point 1 is a test point...I did not go that far off course.

When I come up with a better explanation for the tremmoring plane I will be sure to update the blog.

Cross Country II continued

On Saturday, April 25th, I traveled from HKY to 35A (Union County Airport) in South Carolina.  I departed around 7:45 am to very calm winds on the ground.  My preflight weather briefing indicated a high pressure system on the coast of NC.  High pressure systems naturally rotate in a clockwise direction.  Therefore, a high pressure system centered on the eastern part of the state would expose the western part of the state to the trailing end of the high pressure system.  As a result, the winds at 3500-4500' were coming out of the south, and directly against my flightpath to 35A, at around 12-15 kts.  This headwind increased my ETA from ~53min to 1.25hr.  and increased the cost of the flight by about $30.  The ride back was a little more time efficient and impacted my wallet a little less.   

For the most part my flight was rather uneventful.  I contacted ATL Center on the ride down for flight following and they sent my to CLT approach as I was a little closer to their airspace. As I approached 35A they had me switch to the advisory frequency (that frequency used for air-to-air communication) and terminated my flight following.  The airport in SC  did not have any type of in-flight weather radio weather services. However, I was able to listen to a surrounding airport to and determine their winds and altimeter setting.  To confirm that these winds were comparable, I flew over the field to check the windsock before landing.  I will be updating the page later this week with video of the union county airport and some commentary....

for now, I have to get going to work.  I will publish the events of the return trip later today or tomorrow!

Cross Country II tomorrow

I will be making my second solo cross country tomorrow, flying from KHKY to 35A in South Carolina.  Departure time is 7AM.  Click on my SPOT messenger link on the right hand side of the page to track my progress!

Super Sport Cub

Coming next month to the HKY airport: http://cubcrafters.com/supersportcub/default.aspx
Unlike the sport cub, the plane I am training in, this little beast has nearly twice the horse power. At Sea Level, she will climb at a rate of 2,100'/min. At 10,000' the climb rate is cut in half, yet is still twice the climb rate of the sport cub. Stalling Speed is around 32mph. I am assuming this is full flaps, as this is the same stalling speed in the sport cub when full flaps are used. Hopefully my job will have me in town so I can watch the demo and maybe even have an opporunity to take a ride! Have a look at their video on youtube: http://www.youtube.com/watch?v=7AhUkjjpSOs

Working Under The Hood

Today began and continued nicely. My instructor and I spent about 1.2 hours flying around to finish up working "under the hood" i.e. instrument flight only. I did fairly well and was significantly less stressed. I doubt I will be able to shake all of the butterflies, but this is a good thing and keeps me on my toes. In order to help limit my view outside of the cockpit, we had to MacGuyver my sunglasses using a bit of duct tape.

All I needed to go along with this get-up was a penciled in mustache. During our time in the air we completed several basic maneuvers including power on and off stalls, slow flight (i think I observed 27kts = 31mph at one point), standard rate turns using only the compass and a stop-watch, and some "VOR" tracking. VOR is in quotes b/c we were using the GPS, as the cub is not equipped with a VOR receiver. After tracking the Barrett's Mt. VOR we headed back to HKY.

The ride back was uneventful. I had to navigate to runway 24 using the GPS and instruments. Things are a little trickier when you can't see outside. My instructor was directing me through the altitudes to descend to. At about 9 miles out I called HKY tower to inform them I was inbound for a full-stop. During this transmission I neglected to tell the controller my location relative to the airport. Apologetically, I informed her that I was North of the airport. When should couldn't find me on the radar she asked me to ident the trasponder. After doing so she corrected my position report, informing me that I was more to the North-East. Lesson: ATC would like to know more detail. I called back at 3 miles out and received my clearance to land. After a 1.5 more miles my instructor allowed me to remove my "foggles". After removing them runway 24 was right in front of me.

A slight cross wind coming from my right greeted me as I made my way to the runway. For some reason I wanted to apply left aileron and right rudder, rather than right aileron and left rudder. This switch of controls must have been muscle memory from forward slips to lose altitude.

All-in-all today was a good day; even at work. I was less nervous and significantly more confident. Next flight: Solo x-country part two...

Flight Lesson

Since it had been 90 days since my flight instructor had ensorsed my logbook for solo flight (See FAR/AIM § 61.87 (n) (2)) I needed to show him my proficiency in order to attain another 90 day endorsement. Prior to this flight I had completed my first solo cross country. This flight took me from KMRN to KMWK to KGSO and back to KMRN. The first leg of the flight from MRN to MWK was rather uneventful and quite pleasent. I had opened my flight plan with FSS and contacted Atlanta Center for flight following. I must say that there is an added comfort in knowing that there is a second pair of eyes helping watch for aircraft in your vicinity; even if they are on the ground and trained on a monitor. Arriving into MWK was uneventful I crossed the field to check the windsock and made a tear drop back to enter the left downwind for runway 18 at a 45 degree angle. I landed safely and taxiied to the ramp to call my flight instructor and check in with my wife. 

Having taken care of my ground responsibilities, I taxiied back to 18.  On departure, I called ATL Center for flight following over to GSO.  Arriving into GSO was very eventful.  I received several vectors from GSO Approach that would eventually set me up for a clearance to land on 23L.  While I was being vectored, ATC was also vectoring another aircraft for a landing on the same runway.  Upon receiving my clearance to land, I heard ATC inform the aircraft behind me that he was 10kt faster than me.  Being in such a smaller and slower airplane, I was causing a small traffic jam on 23L.  This traffic jam would ultimately result in the trailing aircraft making a missed approach.  Once I landed and taxiied to the ramp, I got out and went into the Landmark FBO to grab a drink and check the weather.  Knowing that the winds were to pick up within the next two hours, I decided that an immediate departure was necessary to avoid any discomfort on the ride home.  To speed up the departure, ATC allowed for me to depart without taxiing to the end of the runway.  After taxiing onto 23L via K3, I throttle up and to my surprise was met with a crosswind as the plane lifted from the ground.  Without any cross wind correction, this little bit of wind lifted my left wing; thus dropping my right wing.  Luckily the gust wasn't significant and I was able to apply corrective action and depart GSO safely.  Once out of GSO airspace, I contacted ATL Center for flight following back to MRN.  At 6500' I encountered a significant headwind which slowed my progress to that being made by the vehicles traveling on I-40 below.  Needless to say, I could have drove from GSO to MRN and made it in the same time it took me to fly there.  

As I neared MRN and descended from 6500' through 4500' the turbulence began to pick up and remained with me through landing.  On my final approach into MRN I believe I flew through some wind-shear which made the nose of the aircraft turn one way while the tail went in the opposite direction.  Not knowing what to do in this situation, I made peace with Jesus really fast while continuing to aviate.  Once on the ground I thanked God and collected myself before getting out of the plane.      

Following this flight I decided to test my meddle against some fairly brisk winds.  Although these winds were only 10kts, each gust made its presence felt to the green pilot at the controls. On my downwind leg for runway 03 at KMRN I decided that flying for that day would be ceased once on the ground. Turning final for 03 I was greated by a nice little crosswind. Prior to going out that day I had mentally rehearsed side-slipping the airplane in the event of such a circumstance. To my surprise, I handled the wind very well and safely landed the plane. Although I decided to shorten the flight as a result of my own discomfort, I was able to walk away with a sense of accomplishment in knowing that I had properly applied the the necessary flight controls to combat the crosswinds that day.

Since these two flights, my instructor has moved his operations from KMRN to KHKY.  I could not be more pleased with this decision.  For one HKY is 5 minutes from my house.  Also, the airport is slightly busier and is towered which will provide me with an opportunity to hone my radio skills and prepare me for landing/operating at larger airports.

With the previous flight's winds still vivid in my nervous imagination, me and my flight instructor went out for an hour ride and made a couple of short field landings and take-offs. There was some turbulence that day which quickly brought back the memories of the previous two flights.  I am not sure why I have become so uncomfortable with turbulence and wind, but I would like to get over that so I can fly in comfort.  I have approximately 3 hours left until I take my checkride with the FAA examiner.  Two of these hours will be spent under the hood learning to fly using the cub's instruments while the remaining 1 or so will be spent flying my second cross country. 

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